Rail-layer.



P. H. MADDEN &.F. L. PIERCE RAIL LAYER.

APPLICATION mm OCT. 30. 1913,

Patented Feb 5, i913.

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mu. LAYER.

6% APPLICATION FILED OCT. 30. I923- I y r Lfifi l dw famme Feb. 5,19%

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P. H. MADDEN & F. L. PIERCE.

R IL LAYER,

APPLICATION FILED OCT. 30. I913- Patented Feb. 5, 1918.

PATRICK H. MADDEN, or SPARTA, AND FRANK L. PIERCE, OF LA onossn, WISCONSIN.

RAIL-LAYER.

Application filed October 30, 1913.

To all whom it may concern: 1 v

Be it known that we, PATRiGK H. MADDEN, a resident of Sparta, in the countyof Monroe and State of ll isc'onsin, and FRANK L. PIERCE, of La Crosse, inthe' county of La Grosse and State of lVisconsin, have in vented certain new and useful Improvements in Rail-Layers, of which the following is a full, clear, and exact description.

The invention relates to rail-layers.

The present invention designs to provide a rail-layer which is peculiarly adapted for manipulation by a small number of operators and which is simple in construction and light in weight so it can be readily and manually manipulated along a rail and into desired position for handling the rail.

The invention further designs to provide an improved track-layer which is simple in construction and is adapted to be quickly removed from the track in event that the track must be cleared for the passage of a train.

The invention further designs to provide an improved track-layer which is adapted to maintain its longitudinal assigned position on the track without special looking or blocking means to prevent its longitudinal movement along the track.

The invention still further designs to pro- 'vide an improved track-layer in which transverse movement of the rail to the point where the rail is to be laid, is facilitated by the hoist, so that When the rail has been picked up at the side of a track and raised, the hoist will aid the operator or operators in transporting the rail transversely into alinement with the laid rail-sections.

The invention also designs to provide an improved track-layer Which is simple in construction, may be produced at a low cost and which is eflicient in facilitating the work of laying tracks.

The invention consists in the several novel features hereinafter set forth and more particularly defined by claims at the conclusion hereof.

In the drawings: Figure 1 is a side elevation of a track-layer embodying the invention, being shown in position assumed when a rail is ready to be liftedto be transported laterally onto the ties. Fig. 2 is a similar view showing the parts in position assumed when the layer is adapted to be trimsported on four carrying-wheels. Fig. 3 is a central vertical transverse section Specification of Letters Patent.

ltatented Feb. 5', 191%. Serial No. 798,192. 7

showing the counter-Weight and lever applied to aid the operators in tilting the layer and pushing it along a single rail. Fig. -ilis a horizontal section taken on line of Fig. Fig. 5 is a vertical section taken on line 5-5 of Fig. 1. Fig. 6 is a detail sec tion through one of the wheels of the laterally movable truck of the hoisting mechanism. Fig. 7 is a detail perspective of one of the locks for the laterally movable carrying-wheels.

The track-1ayer is adapted to be moved on either a single rail at one side of a track or upon two rails when the layer is to be transported a considerable distance over a complete track, as frequently occurs in track repair work. For this purpose, the device comprises a truck upon which a derrick and a hoist are supported. The truck forms a base for the derrick and comprises a pair of cross-bars l0 usually formed of angle iron, a side-bar 9, and a pair of diagonal braces 11, all rigidly secured together. A pair of double flanged wheels '12, adapted to travel on a'rail and to hold the truck against transverse movement, are journaled upon studs l2 at one side of the truck, and a bar 14 rigid with the bars 10 is disposed at the opposite side of the carriage and is usually formed of angle iron. This bar 1-1 serves as a shoe at one side of the carriage which is adapted to rest upon the ties between the rails oi a track or inwardly of the companion rail to that upon which the wheels 12 travel. The shoe is provided with prongs or teeth 15 which are adapted to be forced into the ties to firmly secure the carriage against longitudinal movement when the shoe rests upon the ties. The distance between the shoe and the carrying-wheels is less than the gage of the track, so that the shoe, when wheels 12 are upon one rail, will be disposed inwardly of the point at which the rail is to be laid. As a result of the employment of shoe let, the truck will, at all times when the shoe is supporting one side thereof, serve to automatically hold the truck and derrick supported thereby, against longitudinal movement, and the necessity of employing special locking means for securing the carriage against longitudinal movement is avoided. Dogs which are pivoted to the ends of the shoe, may he used to further secure the truck against longitudinal movement when there is ice on the track.

'17, in cross-bars .10, respectively.

- truck to be supported on a rail instead of being supported by the shoe. hen the layer is being used in handling rails, and the shoe 1 1- is operative, arms 16 are swung into substantially parallel relation with one side of the carriage, as shown in full lines in Fig. l, so that they will not interfere with the. work of handling the rails.

' When the wheels 15 are in operative position, each arm 16 is locked to the truck,

being held between lugs 18 on a bracket 19 which is rigid with the truck by a pin 20 which is adapted to pass through holes in said lugs. 7 V

The improved layer thus comprises carrying-wheels which are adapted to be brought into use and to run on one of the rails when it isdesired to push the layer along a track for a considerable distance, the wheels 15 being disposed at such an elevation that shoe 1 L will be off the ties or roadway when tlie truck is running on four Wheels.

The derrick upon the truck comprises a pair of angle-iron members 21 which have their lower ends secured to the carriage by lugs or brackets 22 which straddle the wheels 12, and which extend upwardly from 40' the corners of the truck and thence trans- Versely converging obliquely upward as at 23. The upper portions of these members are extended to support a track and converge upwardly, being secured at their upper ends, as at 25 to the derrick-members or standards Members 21 extend laterally from standards 24 and project outwardly beyond the shoe 14 as at 2 1-, to support a track or runway for a carriage 27 which is rovided with wheels 28 adapted to run on ars 29 secured to the inner faces of members 24. The run-way or track formed by bars 29 is inclined upwardlyfrom the standards 2 1- to cause carriage 27 to normally run toward the standards by gravity and to assist in moving the load suspended from the carriage toward the standards and into position to be arrestedby a stop-plate 28 l/Vhen the carriage is thus arrested, the grappling-device suspended from the carriage 27 will be in correct position to unload a rail on the ties, where the rail is to be secured.v

The hoisting-mechanism comprises a winding-drum 30 which is journaled'in bearings 31 which are secured to members 21, and a crank 32 is provided at each end of the drum or'windlass, to operate a hoisting chain 33 which is wound around the drum and extends over the guide-pulley 3 which is journaled on bars 21. From the guidepulley 34 the chain 33 extends to the carriage 27 and over sheaves 36 which are journaled in the carriage, the cable between. the sheaves being dropped to form a drop-loop for a pulley-block 3" which carries suitable grappling-hooks 38 for grasping rails. One end of cable is hitched to a crossbolt 12 at the outer end of bars 21. A pawl and ratchet 37 are usually provided to secure the load against dropping during a hoisting operation.

The frame of carriage 27 is formed ol? a single sheet or piece of metal arched at its top, as at 39, to extend over the sheaves and bent to form sides 38 in which the journals for the wheels 28 and sheaves 36 are held. The lower edges of the sheet forming the carriage-frame are flared outwardly as at 89 to permit the cable and pulley-block lo be swung longitudinally of the track, and to guide the cable so that it may be used to pull or drag a rail longitudinally of the track.

Hooks tl are suitably pivoted to bar 9 and are adapted to hook under the head of the rail on which the flanged wheels 12 are resting to prevent the load from tipping or overlialancing the derrick about the shoe .l-las a fulcrum.

lVhen the layer is secured in position by the shoe and the ties and is secured against tipping by hooks l1, the grappling-device 38 and block 37 may be taken to a rail a considerable distance to the side of the track and by operating the drum 30 to pull the chain 33, the rail will be dragged toward the derrick and transported transversely into position to deposit the rail at the proper point on the ties. l urthermore, it the rail to be laid is not at a point laterally of where it is to be laid on the ties, the grappling device can be hitched to the rail which can be dragged longitudinally to the place where it is to be laid, by operating the cable.

The improved layer thus exemplifies apparatus which is adapted to transport a rail longitudinally or laterally without shifting the hoisting-device carried by the derrick. By dispensing with longitudinally movable carriages, great simplicity in construction is attained and the necessity of frequentl moving the derrick or hoisting mechanism during the operation of laying a rail, is I.

avoided. It is only necessary to place the derrick in such position that when the rail is suspended by the grappliug-deviee. it will be deposited in the proper line when the. cable is paid out and this results either llll when the rail. is transported transversely or longitudinally.

Bars 29 which form a track or runway for carriage 27 are extended outwardly sulliciently to permit the carriage to suspend the grappling device, so that a rail may be picked up at the side of the ties and so that it may be raised above the ends of the ties before being moved transversely by the carriage. By this means, the rail may be picked up and raised before being moved inwardly without striking the ends of the ties at the side of the track where the rail is to be laid.

Arms 48 are bolted to the frame members 21 respectively and extend to one side of and outwardly from the derrick. These arms serve as means for tilting the derrickframe andtruck. By forcing the outer ends of the arms 48 downwardly, the derrick may be readily tilted, the flanged wheels 12 act ing as a pivotor fulcrum. These arms 4-8 serveas tilting-means for the derrick and the truck when the shoe 1% is to be lifted off the groundsothat the derrick can be moved longitudinally of the track, the wheels 12 traveling entirely on one rail while the shoe is suspended or off the ground. In other words, these arms -18 are used to .tilt the derrick laterally to lift the shoe off the ground and then the derrick may be quickly moved on one rail. In this manner, the entire derrick may be quickly moved longitudinally to another position where it will. be in place for picking up another rail, the shoe serving to automatically secure the derrick against longitudinal movement when the levers are released and theshoe is on the ties or roadway between the rails. In practice, two operators are usually employed at that side of the derrick where the windlass is located and a third operator manipulates the grappling-device. To facilitate the tilting of the derrick to lift the shoe 14; off the ties and to aid the operators in holding the shoe above the ground while the derrick is being rolled on a single rail, a counter-weight 42 is secured to one end of a lever or bar 43 which is provided at one end with a hook 4-? adapted to engage a loop l-5 on shoe 14- which is rigidly secured to the frame. Lever 41 3 is provided with a shoe 44 to bear on bar 9. so that the force of the counterwr-iight will be applied to aid the operators in tilting the derrick to lift the shoe off the ties. Hook 4:7 and loop permit the outer end of lever 43 to be swung longitudinally of the track for the convenience of an op er ator. Counter-weight 42 may be in the form of a plate upon which spikes, fish-plates or other weights may be placed to act upon lever and serve as counter-balancing means.

Intrack repairing, it is frequently necessary to clear thetrack for the passage of a train and it is .important .that this can be .lift the layer.

done quickly. One of the in'iportant advantagcs of the skeleton construction employed in the layer, is that it can be made of sutlicient strength .to perform its work without being made so heavy that it cannotbe easily .ard when the lever is lifted to a horizontal position. If it is desired to lift the layer bodily off the track, or to reverse it, the tilting arms 48 at one side and .the pivoted levers (31 at the other side may be used to By means of these arms, the derrick may be quickly moved from the track. The derrick may also be quickly reu'ioved from the track by the employment of either levers 4:8 or 6]. alone to tilt the derrick until it falls to one side of the track.

In relaying rails 011 the tracks, a switchpoint is usually used to fill the gap between the rails to permit a train to pass, and in order to insurethat such a point will always be available, brackets 50are secured tomembers 21 to carry such a switch-point or rail for making temporary connections. The

brackets for this switch-rail extend outwardly from the truck, so that the rail thereon will be disposed to act as a counterweight and to assist counterweight 4:2 and the operators in tilting the derrick. In this manner, besides having the switch-point always available for making atemporary connection, it is utilized to counter-balance the machine and to facilitatetilting.

In operation when a rail laid outwardly of the track is to be picked up and placed in positionon the ties, the parts will be in position shown in Fig. 1, the grappling-device 38 having been placed on the rail. The Windlass will then be operated to take up cable 33 to lift the rail off the ground. As the cable is wound up, the load and the taking up of the chain, aided by the inclined elevated track upon which carriage 27 travels, will cause the carriage to move inwardly upon its track, until it is arrested by stop 28, and then the rail will be suspended over the line upon which the rail is to be laid on the ties. In this manner, the operation of the cable automatically effects transverse movement of the load into the correct position to unload the rail at the desired point on the ties. After the grappling de vice has been moved inwardly with the rail, the cable will be unwound and the grappling device will be lowered to lay the rail on the ties. If necessary, the grappling device may be connected to a rail a considerable distance outside of the ties and in that event, the ail will be dragged by the hoist ing-device until it is suspended beneaththe carriage 27 and inposition to be raised by the cable. If the-rail to-be picked up'is disii a posed longitudinally of the place where it is to belaid, the grappling-device may be connected to it by swinging it longitudinally of the track and then dragging the rail until it is suspended beneath the carriage 27.

l/Vhen the grappling-device is connected to to be easily and quickly tilted and then moved longitudinally to position the derrick for handling a load and which will automatically hold itself against longitudinal movement when one side of the derrick is supported on the shoe. The device in its entirety, is simple in construction and is adapted to drag a rail longitudinally or transversely of the track and to hoist and lower it into position by means ofa single windlass or drum. The carriage can be quickly converted into a four wheeled carriage, so that the layer can be pushed over completetrack, when it is to be transported from place to place or when the rail is to be transported a considerable distance and over a completed track.

The mvcntion'is not to be understood as restricted to the details set forth, since these may be modified within the scope of the appended claims without departing from the a spirit and scope of the invention.

Having thus described the invention, what we claim as new and desire-to secure by Letters Patent, is:

1. In a rail layer, the combination of a truck, means for supporting said truck tiltably on one rail of a tworail track, said means adapted to run on said rail, supporting-means at the other side of the truck adapted to rest on the roadway between said track rails, and a derrick embodying a railhoist and mounted upon said truck, said truck and derrick being manually tiltable transversely to permit the same to be shifted on one rail.

2., In aSrail-layer, the combination of a truck, wheels at one side thereof adapted to travel on one of two rails of a track, supportingmeans on the other side of the truck disposed between the'rails, means whereby the truck may be tilted, wheels adjustably connected to the truck and adapted to run on the rail on thevother side of the track, and hoisting mechanism mounted on said truck. j

3. In a rail-layer, the combination of a truck provided with means at one side movably to support it upon a rail, supporting means at the other side of the truck adapted to rest upon the roadway and forn'ied to impede longitudinal movement of the truck, means whereby the truck may be tilted transversely to raise the supporting means off the roadway and to permit longitudinal movement of the truck upon the rail, carrying wheels adj ustably connected to the truck and adapted to run upon an opposite rail and to hold said supporting means raised, and hoisting mechanism mounted on the truck.

at. In a rail-layer, the combination of a truck, wheels at one side thereof movably to support it on a rail at one side of a track, supporting means for the other side of the truck adapted to rest upon the roadway inwardly of the line of the rail at the other side of the track, means whereby the truck may be tilt-ed transversely to lift said supporting means off the roadway to permit longitudinal movement of the truck upon one rail, carrying wheels movably connected to the truck and adapted to be adjusted to run upon the other rail and to hold said supporting means raised, and hoisting mechanism mounted on said truck.

5. In a rail layer, the combination of a truck, means for supporting said truck tiltably on one rail of 'a two-rail track, said means adapted to run on said rail, supporting means at the other side of the truck adapted to rest on the. roadway between said track rails, a derrick embodying a rail-hoist and mounted upon said truck, said truck and derrick being manually tiltable transversely to permit the same to be shifted on one ail, and counter-balancing means to facilitate said tilting and shifting of said truck and derrick.

6. In a rail-layer, the combination of a truck provided with means at one side movably to support it upon a rail, supporting means at the other side of the truck adapted to rest upon the roadway and formed to impede longitudinal movement of the truck, means whereby the truck may be tilted transversely to raise the supporting means off the roadway and to permit longitudinal movement of the truck upon the rail, counterbalancing means for the truck to facilitate the tilting operation and the longitudinal movement on a single rail, carrying wheels adjustably connected to the truck and adapted to run upon an opposite rail and to hold said supporting means raised, and hoisting mechanism mounted on the truck.

7. In a rail-layer, the combination of a 'tiltable truck, wheels at one side thereof movably to support it on a rail, supporting means for the other side of the truck disposed to rest on the roadway between the rails of a track, wheels adjustably connected to the truck and adapted to travel upon a rail on the other side, a tilting arm projecting outwardly from one side of the truck whereby the truck may be tilted trans versely so that it will be supported solely at one side, and hoisting mechanism mounted on said truck.

8. In a rail-layer, the combination of a truck, wheels at one'side of the truck movably to support it on a rail at one side of a track, a shoe fixed to the other side of the truck and disposed to rest upon the roadway between the rails of the track, wheels movably connected to the truck at the same side the shoe for traveling upon a rail at the other side of the track, and hoisting mechanism mounted on said truck.

9. In a rail-layer, the combination of a truck, means for supporting the same on a track, a derrick on said truck comprising bars secured to one side of the truck, extending upwardly therefrom and bent and converging toward the other side, a transversely extending upwardly and outwardly inclined elevated track on the derrick forming an extension of said bars, a carriage on said track, and a rail hoist on the derrick and connected to said carriage.

10. In a rail-layer, the combination of a truck, means for supporting the same on a track, a derrick on said truck compnsmg bars secured to one side of the truckextending upwardly therefrom and bent and con vergingtoward the other side and upwardly converging standards at the latter side, a transversely extending upwardly and outwardly inclined elevated track on the derrick, a carriage'on the elevated track, and a rail hoist on the derrick and connected to said carriage.

11. In a rail layer, the combination of a truck, wheels at one side thereof adapted to travel on one of two rails of a track, supportingmeans on the other side of the truck disposed between the rails, means whereby the truck may be tilted, a wheel adjustably connected to the truck and adapted to run on the rail on the other side of the track, and hoisting mechanism mounted on said truck.

PATRICK H. MADDEN. FRANK L. PIERCE. lVitnesses Tnos. MORRIS, S. MARTINDALE, Jr.

Copies of this patent may be' obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. O. 

